Low-praessuire heating system- i



No. 7585436- 4 PATENTED AYR. 26, 1904. E. H. GOLD. I

Low PRESSURE HEATING SYSTEM. APPLICATION FILED AUG. 24, 1903*.

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No. 758,436. A PATBNTBD ASR. 26, 1904.

` E. H. GOLD.l A Low PRESSURE HEATING SYSTEM.

APPLICATION FILED AUG. 24, 1903.

2 SHEETS-SHEET 2..

vN0 MODEL.

f UNITED STATES Patented April 26, 1904.

PATENT OEEICE.

yllGrBERT H. GOLD, OFSSHELBY, INDIANA.

Low-PRESSURE HEATING SYSTEM.. a l

SPECIFICATION forming par: of Letters ratnt No. 758,436, dated Aprn'ze, 1904.

' Application filed All". 24, 1903.

T0 all w/wm/ it wbr/Ly concern."

Be it known that I, EGBERT H. GOLD, a citi- Zen of the United Stat-es, residing'at Shelby,

lin the county of Lake' and State of Indiana,

'heating system `especially adapted for use in heating passenger-cars in whichthe steami supply and the pressure can be so controlled and regulated that the pressure within the radiating-pipes of the heating system may be maintained atsubstantially atmospheric pressure regardless of the normal presssure Within y the train-pipe. As is well understood, the normal pressure in the train-pipe, which is commonly supplied with live steam from the locof motive-boiler, is high, running frequently in the neighborhood of sixty to eightypounds, and with systems for heating cars now vin use the steam within the radiators located in the cars is at substantially the same pressure as that Within the train-pipe. This necessitates maintaining this high pressure throughout the entire heating'system at an unnecessary loss of power, which must be supplied by the engine. So, also, this unnecessarily high pressure subjects 'the radiating-pipes and other'pipes of the heating system to an unnecessaryand constant strain, with a constant liability of breakage and with the necessity of providing radiating and steam pipes of greater weight and ofhigher cost than would be necessary if 'therewere no such pressure within the radiating-pipes, and for these reasons the cost of installation and of maintenance of a heating system is higher than it would be if this pressure within the radiating-pipes could be dispensed with. So, also, as is Well known, the higher the pressure of the steamv the higher the temperature, so that where steam heat is used in railroad-carsv it isa frequent complaint that the temperature is lentirely too high for the comfort of the passengers, and Where the steam is necessarily. at high vpressure within the radiating-pipes it becomes diHicult and to a degree impossible to satisfactorily regulate the temperature semi Nu. 170,639. (No andai.)

Y. of the air within the car.- S0, also, the sudden filling of the cold -4radiating-pipes with steam at high pressure when the train-pipe of a car is first connected with the locomotive frequently results in damage to the radiatingpipes, due-to the sudden and extreme expanfsion thereofby filling the-same with this high- 'pressure steam, which is necessarily at a high temperature. l y

It is therefore among the objects of my invention to so control the steam-supply that radiatingpipes and connections of lighter VWeight may be used, thereby lessening the ycost of installation, that the danger of damage to the pipes owing to the high pressure of steam therein may be-eliminated, thereby re,.

ducing the cost of maintenance,` and that the radiating-pipes may be filled with steam at a comparatively-low temperature, thereby facilitating the proper regulation of the tem "perature within `the car. These and such other objects as may hereinafter appear are attained by the vdevices shown in the accompanying drawings.

As is hereinafter explained in detail, the broad underlying principle of my invention ysteam-supply will be automatically shut off.

In the accompanying drawings, Figure 1 is a diagrammatic representationr of one side of a car-heating system fitted With` one embodiment of my invention. Fig. 2 is an enlarged detail showingthe steam-control device in its preferred form, and Fig. 3 is a detail on the line 4 4 of Fig. 2. f

vLike characters of reference indicate the same parts in the various figures of the drawings.

l is a train-pipe of the usualv form, to which steam is supplied from the locomotive.

2 is a feed-pipe branching from the trainpipe to the side of the car.

When using an automatic control-valve of the thermostatic type, it may beconveniently constructed as shown in detail in Fig. i?, 1n which A is the casing of the device, provided with the cap B, which is secured thereto by.

screws passing through lugs The,n casing A is provided with a main chamber C, connecting' with the exhaust end of the radiating system `at .the port D and connecting with the drip-pipe 7 at the port E. The casing' A is also provided with a chamber F, which when the parts are assembled is shut off from connection with the chamber C. The bottom of the chamber F is formed by a web G, into which is screwed the upper end` of the feedpipeQ, which has access. to the chamber F through a port H. This portHis preferably provided by an opening through a nipple I, which is screwed into the web Gr and theupper surface of which furnishes a seat for the valve J. The chamber F leads to the pipe connecting with the shut-off valve 4 through a port K. The valve .J is provided with a collar j, which is preferably of polygonal outline and arranged to loosely engage the down"- Wardly-projecting wall of the nipple L, which is screwed into the web l and which --is provided upon its upper surface with a shoulder, which affords a seat for the spring M. This spring M .carries acollar N, into which is screwed thestem ofthe valve J and upon whichrests the expansion-diaphragm O, partially filled with alcohol or like volatile iiuid and arranged to react against the button I), which is held in any desired adjusted position by the threaded stem Q, which projects through the cap B and is operated and locked in any desired position hy nuts in any familiar manner.

Mounted upon the stem of the vfalve J and between the collar j' anduthe nipple L is a packing-washer R, which loosely lits upon the stem of the valve J.

The operation of the. device as so constructed and assembled is as follows: With the valve 4 closed to shut off steam from the car the full train-pipe pressure will be exerted` K, the valve 4, the pipe 5, into the radiating system or pipes 6, and downwardly through the drip-pipe 7, around the inlet-pipe 2, and out to the atmosphere. As soon, however, as the radiating-pipes become filled with steam at atmospheric pressure or approximately at the temperature of 'i200O Fahrenheit the eX- pansion of the volatile liquid within the diaphragm O will close the valve J and shut off the steam-supply. Itis of course understood that the relative areas of the valve J and of the diaphragm O are so adjusted as toattain this result. As soon, however, as the temperature of the steam or vapor surrounding the diaphragm O falls below about 2000 the diaphragm O will begin to contract, the spring M will open the valve J, .and steam willbe admitted through the port H.

In practical operation the apparatus will shortly so adjust itself that the amount of steam admittedthrough the port H will be just enough to compensate for the cooling and expansion of the steam within the radiatingpipes', so that the steam or vapor surrounding the diaphragm O will be maintained at such a temperature thatA the valve J will be left open just enough to secure this equilibrium.

Of course any sudden increase of temperature within the radiating-pipes will result in the prompt closing of the valve J, while any sudden cooling will result in the wider opening of the valve J and the freer supply of live steam from the train-pipe. n

While I have thus shown one form in which my broad invention may be embodied, it is evident that the broad idea is independent of any particular form in which it is embodied, and so as a matter of skill or shop expediency my broad invention of controlling the supply pf a heating medium rto a radiating system by means of thermostatic device exposed within the radiating system may be embodied inl lmany ldifferent forms of apparatus without departing from the spirit of my invention.

While in the specification and in the claims hereto attached I have referred to the thermoetatic device as being located within the radiating system, it will be understood that the term radiating' system as used in this connection is a very elastic one and covers the location of the thermostatic device or of it is especially intended and,k adapted, it ismy intention to hereby cover its use in any ap- IlO In other words, for the broad purposes So, also, while I have plicatien to any heating system to which it may be adapted; but I have not herein entered into a detailed Vdescription of its application to' other usesmsuch, for instance, as househeating-because the-broad invention is suiiiciently disclosed in its application to trainheating. y

While in the claims I have speciied radiating-pipes and a radiating system, open at one end to the atmosphere, it will be understood that such a device'comes within the spirit and meaning 4of, my invention and claims if the radiating system or pipes are so freely open tothe' atmosphere asr to bring about the cooperation ofthe parts as shovvn, so as to produc'e the result described, whether or not such opening be literally at one end yof the pipes in question.

1. In a heating` system, the combination with a system of radiating-pipes open at one end to the atmosphere, of means for supplying a heating medium thereto, and means located Within a compartment communicating with the radiating-pipes for controlling the supply of said heating medium to the radiating system, said means being actuated by the temperature of the heating medium within the radiating-pipes.

2. In a heating system, the combination with a lradiating system open at one end to the atmosphere, of means for supplying a heating medium thereto, and thermostatic means located beyond the radiating system and within the compartment communicating with the radiating system for controlling such supply.

3. In a car-heating system, the combination with a radiating .system open at one end to the atmosphere located within va car, of a feedpipe .for supplying a heating medium to said system, a discharge-pipe for the discharge of Water of condensation, said discharge-pipe connecting with thel radiating system and surrounding' thelv feed-pipe, and means for controlling the feed'of the heating medium from the feed-pipe to the Aradiating system, Vsaid means comprising a valve and a valve-operating device actuated by the temperature of the heatingmedium at a given point Within pipe, and means for controlling the feed of dium to said'circuit, and thermostatic means located within a chamber in said circuit, and

at a point beyond the radiator, arranged to automatically operate said controlling means,y

said chamber being in open communication with the atmosphere.

6. The combination with a heating-circuit open at one end to the atmosphere comprising a radiator and means for supplying a heating medium thereto, of means for controlling the admission of said heating vmedium to saidA radiator, and a thermostatic device located within a chamber in said circuit at a point beyond the radiator and arranged to automatically operate said controlling means.

.7. The combination with a radiator open at one end to the atmosphere, of a casing 'pro-J vided With a chamber communicating with the supply end of said radiator and also provided .with a chamber communicating with. the'discharge end of said radiator, of means for clos- 1ng direct communication between said chambers, a thermostatic device located in said last-4 named chamber, a valve located in said firstnamed chamber and arranged to control lthe flow of a heating medium into said radiator, and a rigid connection between thevalve and thefthermostatic device, whereby the valve shall be operated by the thermostatic device.

8. In a heating system,the combination with a 'system of circulating-pipes open to the at-A mosphere at one end, of means arranged adjacent to the inlet end of said system to control the iniiow of a heating medium into said system, and thermostatic means for operating said controlling means, but located Within a compartment adjacent to and communicating with the discharge end of saidsystem. Y

9. In a car-heating system open at one end to the atmosphere, the combination with a car, of a system of radiating-pipes arranged Within said car to heat the same, a train-pipe arranged to supply a heating medium to said radiatingpipes, a valve interposed between the trainpipe and the radiating-pipes, a discharge-pipe leading from the radiating-pipes to theatmosphere, and thermostatic valve-operating mechanis'm located between the radiating-pipes and the free end of the discharge-pipe, and Within a compartment communicating with the radiating-pipes, said operating mechanism `being adapted to be actuated by the condition of the .heating medium within said compartment, and

IOO

IIO

l trolling' device comprising a casing provided with an inlet-chamber, said inlet-chamber being provided with ports adapted to be connected with a source of supply and with a radiating system in open communication with the atmosphere, said casing being also provided with an outlet-chamber, said outlet-chamber being provided with ports adapted to connect with the discharge end of a radiating system and with the atmosphere, respectively, a valve mounted within said inlet-chamberand arranged -to control the flow of aheating medium therethrough, a thermostatic device mounted within said outlet-chamber, connections between said thermostatic device and said valve, whereby saidvalve will be automatically operatedl by said thermostatic device, and means for preventing the flow of the heating medium directly from the inlet-'chamber to the outletchamber.

12. In a device of the class described, the combination with a radiator opening to the atmosphere and with a source of supply, of a y with an inlet-chamber connecting with the source of supply and with the inlet end of the radiator, and with an outlet-chamber connecting with the discharge end of the radiator and with the atmosphere, of a valve mounted within the inlet-chamber so as to control the flow of the heating medium therethrough, a thermostatically-operating device mounted within the outlet-chamber and arranged to operate said valve, and means for preventing the iiow of a heating medium directly from the inletchamber to the outlet-chamber, said means comprising a collarmounted upon the stern of said valve, and a packing-washer also mounted upon the stem of said valve, between `said collar and that wall of the inlet chamber through which the valve-stem passes, all so arranged that the opening of said valve will tightly clamp said washer between said collar and said wall of the inlet-chamber.

13. In a heating system open at one end to the atmosphere, the combination with a radiator, of means for supplying a heating medium thereto, and means for controlling such supply, said controlling' means being actuated byl thermostatic conditions within said system at a location adjacent to, and in free communication with, the outer atmosphere.

14. In a car-heati ng system,thecombination with a car, of a radiator located within said car and discharging to the outer atmosphere, of a train-pipe containing steam at high pressure and arranged to supply steam to said radiator, valve mechanism interposed between the trainpipe and the radiator to'control the How of steam from the train-pipe to the radiator, and a controlling device inclosed within said system and connected with said valve mechanism so as to automatically operate the same, said controlling .device being adapted to be operated by thermostatic conditions within said system at a location adjacent to, and in free communication with, the outer atmosphere.

' 15. In an apparatus of the class described, the combination with a supply-pipe adapted to contain a heating medium at high pressure, of a radiating system open at one endto the atmosphere, a feed-valve arranged to control the iiow of the high-pressure heating medium into the radiating system;a thermostatic controlling apparatus located within the radiating system adjacent to the open end thereof and operated by thermostatic conditions in the radiating system at said location, and connections,

Y between said controlling apparatus and the feed-valve, whereby the low of the high-pressure heating medium through the feed-valve is controlledby the automatic actionof said controlling apparatus.

16. The combination with a system of radiating-pipes in free communication with the atmosphere, of a valve for controlling the supply ot' a heating medium thereto, a thermostat exposed within said system and connections between said thermostat and said valve whereby said valve is operated by said thermostat.

17. yThe combination with a car of a system of radiating-pipes in free communication with the atmosphere and arranged to heat said car, a train-pipe arranged to supply a heating Inedium to said system of radiating-pipes, a valve arranged to control the flow of said heating medium from the train-pipe into said radiatingpipes, a thermostat exposed within said sys-V tem of radiating-pipes and connections between said thermostat and said valve whereby said valve is actuated by the operation of said thermostat. y l

18. The combination with atrain of cars, of a train-pipe, means for supplying aheating medium at high pressure to said train-pipe, an independent system of radiating-pipes in free communication with the atmosphere located in each car, a valve connected with each of said radiating systems, and arranged' to control theiiow of the heating medium from the train-pipe to each of said radiating systems, respectively, a thermostat exposed within each of said radiating systems and' connections between each thermostat and its corresponding valve so arranged that each valve is actuated by the operation of its corresponding thermostat.

'EGBERT H. GOLD. Vitnesses:

G. Y. DANKWARD, M. E. SHIELDS. 

